Fluid pressure brake apparatus



March 16, 1954 s, COOK 2,672,376

FLUID PRESSURE BRAKE APPARATUS Filed March'26', 1951 2 Sheets-Sheet l INVEN TOR.

Edrle S. 00 0K ATTORNEY March 16, 1954 E. s. cooK FLUID PRESSURE BRAKE APPARATUS Filed March 26 1951 2 Sheets-Sheet 2 INVENTOR. Earle 8. Cook @zmw AT TOQNEY Patented Mar. 16, 1954 rzEarle. S. Cook, Forest Hills, 'Pa., assig'nor to Westinghouse AirBrake Company, a; corporation of Pennsylvania ---'A'p1r'lication March-26, 1951, Serial.No..21 7.,-557

'3 8 Claims.

This invention relates to-fluid pressure brake apparatus andmore particularlyto the railway type adapted .to be controlled-by variationsnin pressure in .a brake pipe.

I ln my pending application; Serial -No; 201,846, filed December '20, 1950, there-is disclosed .a fluid pressure brake apparatus embodying a pile a of connected flexible diaphragms controlled by pressure of fluid "in a cor-i-trol 'reservoir acting in opposition to pressure in'the usual brake pipe and brake :cylinder device for controlling application and release of brakes on arailway car in response to variations in pressure in'sai'd brake pipe relative to pressure of fiuid in said reservoir which latter'pressu-re it -is' *desired remain substantially 'constantwliilean application' of brakes is in eliect.

The brakeapparatusalso-embodies aquick service valve deviceadapted to respondto acertain light reduction'-in"brake pipe-pressure to transmit the' reduction "to th-e next car or a "train in'the usual manner ahdalsoto make a'suflicient local reduction'inbrake pipepressure to cause operation of said pile of 'riiaphragms by control reservoir pressure,- as above *describ'ed',-'to initiate the application o'fbrakes.

In the above referred to apparatus," the control reservoir is formed withinapipe'bracketa-nd is of maximum volume "consistentw'ith a practical size of bracket. However; it-has been found that displacement of the diaphragm 'w'hich-is subject to control reservoirpressure as'itmoves 'in'response to a-reduction in brake pipe "pressureto initiate an application of brakeafincreases, in eiiect, the volume: of the :"control-reservoir .and thereby reduces the pressure-therein to such an extent as to undesirably delay such response and "thereby the initiation of -the brake application.

The reduced control reservoir pressure. also ,results in a lower brake application" than intended for a chosen reduction intbrake pipe pressure or, on the other hand; requires a greaterireduction in brake pipe pressurethan' intendedto obtaina chosen degree of brake -application. Obviously, therefore, any 'reduction'contro'l' reservoir pressure below the "degree "existin iatttheitime10f initiating an application ofhbrakes' is undesirable, and the principal object of'the invention is the provision of means for preventing'any material reduction in .controlreservoir pressure, as above described, while effecting an application of brakes.

Accordingstorthis obiect, Imrovide :aacommunication between i the auxiliary meseryoirsavhich sis .of relatively large --vol.ume.--:asicompared-itomthe .control reservoir. andjachareedatoqvne sssme-znree sureas inthe brake pipe and control reservoir when. the brakes. are released, and the control reservoir which permits .pressure .of fluid to flow from the auxiliary reservoir to the control reservoir as the pressurein the latter tends to reduce uponlmovement of the diaphragm pile in response to a reduction in brake pipe pressure, whereby the pressure in the control reservoir will remain substantiallyaat theldesired degree in order to ensure desired response of the diaphragm pile to a reduction .in brake pipe Pressure and adesired degree of brake. application for a chosen-reduction in brake pipe pressure. A

check valve in this communication prevents back flow of fluid under pressure from the control res- -ervoir to the auxiliary reservoir as the. pressure inthe .latteryis subsequently-reduced by flow .to the brake cylinder device after movement .of the .-,diaphragm pile :to the position topermitsuch .fiow.

, In a brake apparatus of thistype, it is desired that fluid under pressure :in the control reservoir from said-reservoir would result in a corresponding loss in .bra-ke'application. 'In theabove apparatus, there is already a manually operatedpheck valve for releasing fluid .-underpressure from the control reservoir anditis undesirable to have :anymore valve controlled communications from the control reservoir than absolutely necessary since therpossibility of leakage of fluidunder pressure from the. control -.reservoir will comespondingly increase. According to the invention, therefore, I- accomplish the-above =feature'1 of maintaining the pressure in the control reservoir by flow from the auxiliaryreservoir 1.113011 effecting an application ;.of brakes, by. a rearrangement-of the-manuallyoperatedcheck valve just" mentioned without: loss :of: its original purpose and hence without requiring an additional check'valven The manually operatedcheck valve heretofore was, "arranged ;to 5 control a communi cation fromithe control reservoir directly .toxzatmosphere; but according to thei-nvention, it .is arranged :to permit flow offluid under pressure from the :auxiliary reservoir tO' thG'TCOIIlIIEO]. :reservoir1--b.ut; to;:;prevent backzfiow zunless manually "opened:at which timeibaclr:fiow will occur to the auxiliary'areservoir so as :to permit dissipation of "the :pressure in; the. control reservoir along with thatrf-romf'rthe :auxiliary reservoir-upon complete venting of theapparatus.

.lsother obiectsrand advantagesi will-zbecome ap- 3 parent from the following more detailed description of the invention.

In the accompanying drawing, Figs. 1 and 2, when the right-hand edge of Fig. 1 is matched. to the left-hand edge of Fig. 2, is a diagrammatic view of a fluid pressure brake apparatus embodying the invention.

Description In the drawing, the invention is shown associated with a brake apparatus which may be substantially the same as that disclosed in my above mentioned pending application in view of which the following description of such apparatus will be limited to only such parts and their operation as necessary to an understanding or the invention.

As shown in the drawing, reference numeral 1 designates a pipe bracket to which are connected the usual brake pipe 2, a supply reservoir 3 and brake cylinder device t and which contains a control reservoir 5 and quick service reservoirs 6.

Mounted on one face of the pipe bracket is a quick service valve device I, a charging valve device 8 and a manually operative release valve device 9 embodying the invention.

The quick service valve device comprises a flexible diaphragm 10 at one side of which is a chamber ll open through a passage 12 to the supply reservoir 3 while at the opposite side is a chamber l3 open through a passage M to brake pipe 2. A slide valve it: contained in chamber [3 is connected to the diaphragm H! by a stem i6 which is subject to pressure of a spring ll acting in conjunction with brake pipe pressure in chamber 53.

The charging valve device 8 comprises three flexible diaphragms l8, l8 and 20, the diaphragms l8, 19 being of the same area and smaller than diaphragm 2a. The diaphragms i8 and iii are spaced apart by a connecting stem 24 disposed in a chamber 22 formed between said diaphragms and operatively connected to a slide valve 23 contained in said chamber. At the opposite side of diaphragm i3 is a chamber 24 open to atmosphere through a port 25 and containing a spring 26 acting on stem 2| for urging said stem, the diaphragms l8 and I9 and thereby the slide valve 23 to the position in which they are shown in the drawing. At the opposite side of diaphragm l9 and thereby between diaphragms l9 and 26 is a chamber 2] connected by a passage 28 to the seat of the quick service slide valve l5. At the opposite side of diaphragm 20 is a chamber 29 open to a passage 33) connected to the brake cylinder device 4.

Mounted on another face of pipe bracket 6 is a brake application and release control valve device Sl which comprises a pile of four coaxially arranged and spaced apart diaphragms 32, 33, 34 and 35 of which 32, 33 and 35 are of substantially the same area while diaphragm 34 is of greater area. The diaphragms 32 and 33 are connected to each other by stem means 35 extending through a chamber 3'! to which the supply reservoir 3 is constantly open via passage 12. A main slide valve 38 mounted on a seat in chamber 31 is disposed between two spaced shoulders 39 on the stem means 36 while an auxiliary slide valve 40 is mounted on the main slide valve 38 and disposed in a recess in stem means 36 for movement therewith. At the opposite side of diaphragm 32 is a control chamber 4| in constant communication. with the control reservoir 4 5 and chamber 22 in the charging valve device s via passage 42.

The diaphragms 33 and 3d are connected to each other by spacer means 43 contained in a chamber 44 which is open to atmosphere through a vent 45. Similar spacer means 46 in a chamber 4? connect diaphragms 34, 35. Chamber 4? is open via passage 30 to the brake cylinder device 4 and to the seat of the main slide valve 38. At the opposite side of diaphragm 35 is a chamber 68 to which passage l4 and thereby the brake pipe 2 are connected.

The manually operative release valve device 9 comprises two check valves 45, 50 arranged side by side in chambers 51, 52 which are open to the supply reservoir and brake cylinder passages l2 and til, and are operative upon unseating against seating springs 53 and 54 to vent the supply reservoir 3 and brake cylinder device t, via vent openings 55 and 55, respectively. For thus unseating the check valves, a lever 51 extending beneath said check valves and pivoted at one end on a pin 58 has two fingers 59, 68 adapted upon turning said lever clockwise to pass through the openings 55, 56 and engage the check valves as and 5c, respectively, to move them from their seats. A manually operative lever iii depending from the casing of the release valve device is provided within the casing with a perforated disc like head 52 engaged on the side opposite said lever by a boss on lever 51. Upon movement of lever Si out of the vertical, the head 62 is adapted to rock about its edge to thereby lift the connected part of lever 57 for actuating same to unseat first the check. valve 50 and then the check valve 49.

According to the invention a relatively large area check valve 63 is disposed in a chamber 64 above the check valve 49 and in coaxial relation therewith. Chamber B4 is open to passage 42 and thence the control reservoir 5 and control diaphragm chamber 4|. The check valve 63 controls communication between chamber 64 and a casing bore 65 leading to chamber 5| and thereby constantly open to the supply reservoir 3. A spring 5'5 in chamber 64 acts on the check valve 63 to urge it to a closed position. As above mentioned, the check valve 63 is relatively large to control a correspondingly large communication between chambers 51 and 6d and thus between the supply reservoir 3 and control reservoir 5, and the pressure of spring 66 on said check valve is the very minimum required to move said valve to its seat, whereby upon a reduction in pressure of fluid in chamber 64, as will be later described, said check valve will be opened by pressure of fluid in chamber 5| by a very slight differential between such pressures.

The check valve 49 is contained in a cage 6'! slidably mounted in a suitable bore in the casing and a plunger 68 slidably mounted in the casing bore 65 is supported at one end on said cage. With the check valve 49 seated, the other end of plunger 68 will be spaced from check valve 63, but upon suflicient movement of lever 6i and after the check valve 49 is unseated the plunger 68 will be operated by cage 61' to unseat the checlr valve 63.

Operation When the brake apparatus is void of fluid under pressure all parts will assume the position in which they are shown in the drawing. To initially charge the apparatus, fluid under pressure will be supplied to brake pipe 2 from whence it will flow via-passage totdiaph-ragm :chamber =48-in thecontrol valve device 3;I =to va-lzvetchamber-i3 .in.thequicb-service valve :device I and through a choke 69 and-a .passageflll to valve chamber 22in the charging .valvedev-ice 8.

Fluid under pressure supplied -:rom.-thebrake pipe 2 to diaphragmcha'mber-IIB will flow through a passage II, past a check valve '12 to a passage 13 and thence through a-choke :14 to passage FIE leading to slide valve chamber'3lin .the control valve device 3|, :a-nd also .frompassage 13 through a choke l6, passage Tland aport :18 in the charging slide valve 23 to thecharging-valve -:check valve chamber .5I .Jintthe Lrele'ase valve device 9 and to the diaphragm chamber II .ine'th'e quick service valve device I charging said :reser- 'voir and chambers to brakelpipe pressure.

In the quick service valve device .I, the buildup in brake pipe pressure. in chamber I3 will lead the increase in supply reservoirLpressure-in chamber I I and even finally :upon equalization of such pressure the spring 1 I willhold the parts thereof in their normal position, in which they areshown in the-drawing, and-in'which chamber 2'! in the charging valve devices will be vented via passage 28, a cavity 82 in the quickservice slide valve 15 and an -atmospheric ventporttii. With chamber 21 thus'vented, the parts of the charging valve device 8 will remainv in the position in which they are shown *in the drawing due to pressure of spring 23; while initially'charging the apparatus.

As fluid under pressure is supplied 'to valve chamber 22 of the charging valve device 8 as above described, fluid under pressure' from said valve chamber will flow through passage 42 to the control reservoir 5, the control reservoir chamber M in the control valve device 3I and to check valve chamber 64in the release valve device 9, charging said reservoir and chambers tothe same pressure as in the brake pipe Zand auxiliary reservoir 3.

In the control valvedevice 3!, it will be noted that supply reservoir pressure in valve chamber 3-! acts in one direction on diaphragm 32 and in the opposite direction on diaphragm 33 of the same area as diaphragm 32- creatingiopposing but balanced forces. Also brake pipe pressure in chamber 48 acting on diaphragm 35 will balance the opposing control 'reservoir pressure inchamber 4I acting on the same area diaphragm 32 when the control reservoir becomes fully charged with fluid at the pressure in the brake pipe. With these latter forces thus balanced, the parts of the control valve device '3I' will assume a normal or brake release position under the "opposing biasing forces of springs 84 and 85.

With the auxiliary slide valve 40 and main'slide valve 38 of the control valve-device 3'I inbrake release position, the brake cylinder device 4 "and diaphragm chamber '41 in said control valve device are both'vented to atmosphere via passage I35, a port 86 in said mainslide valve-38, a cavity 81 in "said auxiliary slide valve, a port "88 in said main slide valve, a passage -89 and abrake-"release choke' $0. I Also the quick service reservoirs eiare botn wentedwiapassage s' l a meaty- 9 v5 the. .main :sl-idevalve .389. andra, .passagegaa Basesage 9 I leads to the :seatmof.rthegquicklserv esliide valve I 5-'which slaps .itain the normalypositionlof said slide .:valve.

With rthe supp reservoir- 3 .andacon'tnol reser- :voir --5 charged to. the,,;same;.pressureras ;in.;the nbraketpipeu/it will :be (noted, that in .rthew-release 'ivalve' device- 9. the. check ,'valve l63...will.s be seated .by. spring. Also both other check: :valvesufl and-50 will :be 'seatedxbytheir respective springs 53, :54 with :lever '6 I depending, zast showniintthe drawing.

With the brake:apparatus;zchargedaandathe rhrake :cylinder: device 4"'vented,.-...a-s;.tabovezrders'cribed, if it is'sdesired to :efiiectan application of zbr'a'kes, areductioninpressure will rbeinitiaztedtin the. :brake pipe 2;:b'y1 operation ofean :engineers ibrake .v'alve device-:(notshown) .themusual manner. When the brake pipepressure :inr'valve chamber I3 of the 'quick service 'valvedevice' :1: is

thus reduced slightly, forexam-ple -four tenths= -of a a pound, below supply reservo'ir pressure chamber II, a'force will be; established on diaphragm -'I0 which will promptly defiect same against spring IT-and move' the slide :valve l 5: t'o a quick service position.

. In quick service position of-the slide-valve 4 5 a :port 84 will register With'passage-QB-to-permit fluid under pressure to fiow'dromthebrake pipe to -diaphragm chamber 2-! in the charging valve device '8- to provide a force which will-deflect the diaphragms I9 and-18 against spring 2-6 and thereby move the slide valve 23-to a pesition 'for lapping the brake pipe passage "Iflfithe supply, reservoir passage and passage 17 thereby closing the "charging communication to the supply and control reservoirs 3 and 5;-respectively; for preventing back flow of fluid from-said reservoirs to the brake pipe-and "for also-'isolating-:said'-reser- 'voirs from each other at this point.

= Also in quick serviceposition =or thequickservice slide -valve I 5, passage *91 isopened to valve chamber I3 whereuponfluid'underpressurefrom the brak pipe will rapidly flow through said chamber to saidpassage-and thence through cavity 92 in themain'slide valve 38 and passage 93 to atmosphere to "effect a quick service reduction in pressure in the brake pipe :to "transmitthe reduction in brake pipe pressure top-the next "car of a train to the rear and-thus'serially throughoutthetrain, in the usual manner.

When by operation "of' the quick service "valve device 1 the-brake pipe pressur in diaphragm chamber =48 becomes 'suflicientlyreduced-below the bottled up control reservoir pressure -'in' chamber 4 I, the latter pressure will 'move the pile "of diaphragm downwardly. It is intended; that the diaphragm pile move 'doWnWardIyWh-en the brake pipepressure in chamber48-is reduced two tothree pounds below-th control reservoir pressure in chamber M,- but in case such fails to materialize,- it will be-noted that-by-operation of the quick service valve device I; brake-pipe pressure *will continue to reduce'untiI 'the--diaphragm pile does move.

As the diaphragm pile 'thusm'ovesdown; it will initiallymove the auxiliary slid valve' 4'0 relative to the main slide valve 138 to close I communication between ports "8 6 *and- 8 8 in the 1 main slide valve' for'thereby disconnectingthe brake cylinder device 4 from the brake cylinder-release passage 89; and saidmoveme'nt will also uncover a' port BS- in" the main-slid valve- 38. Continued -movement of=the' 'diaphragms will them move i therimain fslide walve ta downward due to contact between said valve and the upper shoulder 39 on the stem means 36 until an application position is reached in which port 95 registers with the brake cylinder passage 85. Fluid under pressure from valve chamber 31 and the connected supply reservoir 3 will then flow to passage 85 and thence to the brake cylinder device 4 for applying the brakes on the car. As fluid under pressure is thu supplied tothe brake cylinder device 4 the pressure of such fluid will become efiective in chamber 41 acting in one direction on diaphragm 33 and in the opposite direction on the larger diaphragm 34.

In application position of the main slide valve 38, passage 9| is lapped by said slide valve to prevent furtherquick service venting of fluid under pressure from the brake pipe to atmosphere. However, after this occurs fluid under pressure will continue to be vented from the brake pipe to the quick service reservoirs 6- until said reservoirs are charged with fluid equal to brake pipe pressure thereby providing a chosen reduction in brake pipe pressure after movement of the control valve device to application position to ensure a chosen degree of brake application on the car.

Now assuming that th reduction in brake pipe pressure terminates upon equalization into the quick service reservoirs 6, then when the pressure obtained in the brake cylinder device 4 and pressure to the brake cylinder device 4 and hence increase in pressure in diaphragm chamber 41, whereupon movement of the diaphragm pile will cease in an application lap position defined by contact between diaphragm stem means 36 and the lower end of main slide valve 38.

If by operation of the engineer' brake valve device (not shown) a further reduction in pressure is effected in brake pipe 2 and diaphragm chamber 48, the diaphragm pile will move the auxiliary slide valve 40 again to application position. Fluid under pressure will then again flow through the application port 95 to the brake cylinder device 4 and diaphragm chamber 41 until the brake cylinder pressure is increased in accordance with the further reduction in brake pipe pressure whereupon the auxiliary slide valve 40 will again be moved to lap position to limit the degree of brake application according to the further reduction in brake pipe pressure.

In this manner an application of brakes may be graduated on in proportion to successive steps of reduction in pressure in brake pipe 2, the quick service valve device '1 operating only in response to the initial reduction in brake pipe pressure.

It is to be noted that the pressure of fluid obtained in the brake cylinder device 4 and diaphragm chamber 41 is limited according to the degree of brake pipe reduction by the bottled-up pressure in the control reservoir and control diaphragm chamber 4|. It will be further noted that downward movement of diaphragm 32 in effecting an application of brake increases the volume of chamber 4| tending to permit the pressure in said chamber and reservoir to reduce below that initially provided which wasequal tonormalbrake pipe pressure and which-it is desired to be constantly effective inchamber 4| in and after effecting an application of brakes.

If the control reservoir pressure in chamber 4i were thus permitted to reducethe degree of brake application for a chosen reduction in brake pipe pressure would be less than intended. Further such reduction in control reservoirpressure in chamber 4| would delay obtaining sufficient differential between such pressure and brake pipe pressure in chamber 48 to move the slide valves 38, 40 to application position and thus undesirably slowdown obtaining an application of brakes throughout a train. According to the invention, however, the control. reservoir pressure in chamber 4| is prevented from reducing by downward movement of diaphragm 32 substantially below that initially. provided, by the provi sion of the communication between the supply reservoir 3 and control reservoir 5 controlled by check valve 53. As above described, the check valve 63 controls a communication of large flow capacity and the force of seatingspring St on said check valve is the very minimum necessary to ensure such seating upon substantial equalization of the supply and control reservoir pressuresacting on opposite sides of the check valve. With this arrangement, as the diaphragm pile moves downwardly in response to a reduction in brake pipe pressure in chamber 48 and tends to reduce the pressure of fluid in chamber 4| and control reservoir 5, the check valve 63 will open as soon as the control reservoir pressure acting in check valve chamber 54 is slightly reduced (for example one-half pound) below that in the supply reservoir 3 acting in chamber 5| whereupon fiuid under pressure will rapidly flow from the relatively large supply reservoir 3 to the small control reservoir 5 and diaphragm chamber 4| to maintain the pressures therein equal substantially to that initially present and it will be noted that this will occur before the control valve device 3i obtains application position and thus while the supply reservoir 3 is still charged to full pressure. By thus maintaining the pres sure in chamber 4| substantially equal to that intended upon downward movement of the diaphragm pile, an application of brakes will not be delayed so that a train may be promptly brought under control.

When fluid under pressure is supplied from the supply reservoir 3 to the brake cylinder device 4 to apply the brakes it will be noted that the check valve 83 willbe seated by spring 66 to hold the pressure in the control reservoir 5 against back flow to the supply reservoir 3 as the pressure in the latter becomes reduced below that in said control reservoir 5 by the supply to the brake cylinder device 4.

When the pressure obtained in the brake cylinder device 4 is increased in accordance with the reduction in brake pipe pressure the diaphragm pile will shift the auxiliary slide valve to to application lap position to limit the degree of brake application as hereinbefore described, such movement of diaphragm 32 reducing the volume of chamber 4| and thereby causing some slight increase in pressure therein requiring a proportionate increase in brake cylinder pressure in chamber 41 to obtain lap position. This is permissible however as long as prompt response of the diaphragm pile to provide the application of brakes is obtained.

In order to release an application of brakes, the pressure of iluid is restored in the brake pipe aevae're and thereby" in-chamber-48 and when-increased in' said chambersufliciently' to'overcome'the op= posing-control reservoir. pressure iinichamber" 4 lthe diaphragm pile" will returnto'the' positionin which'it' is shown in the drawing'imwhich the supply reservoir .3 will be"rechargediwith fiuid from the brake cylinder device 4' to release the brakes.

If it is desired to graduate or limit the release of brakes then only partial restoration of pressure in brake pipes2 and chamber 138' will'be effected. If such .be the case,then the pressure of: fluid inthe brake cylinder device 4 and diaphragm chamber 47 will reduce onlyuntil'such' reduction in pressure on diaphragm or slightly overbalances the increased brake pipe pressure in chamber 48 on diaphragm s5 whereuponcontrol reservoir pressure in chamber 4| acting on diaphragm 32 will move the auxiliaryslide valve l'il' relative to the mainslide valve 38' until the upper shoulder 39 on stem means 35'engages the adjacent end of the main slide valve 38. In this position of the. auxiliary slide valve Ml communication will be closed between ports 85 'and 88 to prevent further release ofifluid under pressure from the brake cylinder device thereby limiting the release of brakes according .to the increase in pressure in brake pipe 21' Inthismanner, by successive increases in brake pipe pressure, the pressure of fluidin the brake cylinder device may be graduated offin proportionate. steps until finally when the. brake pipe pressure is restored substantially to normal spring .85 will hold the diaphragm pile and slide valves- 38, Ml in. their normal or brake releasepositionin which a complete release of brakes will-- occur and complete charging of the supplyreservoir3 willnalso res sult, in the manner above described.

If thepressu-re in the supply reservoir 3 becomes reduced while an application of brakes is r in effect to substantially that-in the brake pipe,

or when, in effecting axrelease of brakes,- the,

brake pipe pressure becomes increased to sub-- stantially that in the supply reservoirispring I! will return the parts of the quick service valve device I to the positioninwhich they are shown in the-drawing andin which diaphragm'chamber 21 in the charging. valve device 8 will be vented as previouslydescribed. The parts of the charging valve device 8 will however remain in their left-hand position lapping. passages T0," T5

and. 89 to hold the-control reservoir- 5 diseonnected from the supply reservoir 3 =and closing the supply reservoir chargingcommunication: via passages H and Bi, due to pressure of fluid fromthe. brake cylinder device 4 acting iinschamber 29' on diaphragmiountil' such brake cylinder pressure becomes-reduced to a pressure where the application of brakes is-substantially -ful1y re-- leased. When this. occurs spring in will return the parts of. the chargingwalve devicete their.

normal position to: reopenv the communications just mentioned to permit final recharging'of the supply reservoir 3 to occur-via: choke: IS-gin" ad'-- dition to choke l4 which alone istefiectiveto contro'l' recharging of the'supply reservoir until substantial iullrelease-or a brake application is obtained, and to also permit equalization: of pres sure. of: fluid in the c'ontroh reservoir fiswith that. in the supply reservoir 3.

It'isto be noted that'- since-the pressureof fluid in the control reservoir-5 is .maintaihedsby flow from the supply. -reservoi'r"'3 'past' tl'ir'a check' valvet effecting an application" of brakes as aboveidee scribed, and, as will be apparent, will delayini= tiatinga release of brakes until the pressure "in the brake pipe is increased sufiicientlytooverI- come the increased control reservoir pressure in chamber 4i. When a substantial full releasetof pressure'of fluid from the brake cylinder de'vicert is obtained howevenitis desirable that the'p'res sure of fluid in the control reservoir 5 and dia' phragm chamber M equalize with" brake pipe" pressure in order to avoid the possibilityiofthe diaphragm pile assuming the release lapposition" closing communication between ports 86 and 88 and holding som fluid under pressure inthe-1 brake cylinder device 4 and also toensure-"thatthe control reservoir 5 will be charged to-"nor mal brake pipe pressure, which may varyir'om'" time to time, at the time of initiating an appli cation of brakes.- This result is obtained-bythe charging valve device 8 which upon return to nor;

mal position permits dissipation of excessfluid in the control reservoir 5 back through chokefifl" to the brake pipe.

By manual operation of lever 61;, the-check valve may be opened to vent only the-brake cylinder device 1 or upon further movement the check valve 49 may also be opened to also -release fluid under pressure from the supply reser voir 3,- while upon still further movement; the check valve 63 will'also be opened toadditionally ventthe control reservoir 5, under"conditions'--* where such is desirable;-

release of. brakes, said means constituting alarge capacity, lightly spring. biased check valve which-i1 is also operative manuallyto vent. said reservoir...

when such is. desired.

Havingnow described my invention, what..IIl

claim as new and desire to secure by Letters Pa'tent, is:

1. In a fluid pressure brake apparatus, in .com--. bination,. a brake pipe; brake control means ope erable by fluid under pressure to effect" applica' tion of brakes and uponrelease of such fluid under. pressurea release of brakesya control 'res-.

ervoir," a supply" reservoir, movable abutment'i means subject to pressure in said controlreser- *voiracting in opposition to pressure in said-brake pipe and said brake control means and operative upon a reduction in'brake pipe pressure relative to pressure in said control reservoir to a brake application position for supplying fluid under pressure from said supply reservoir to said brake" control means-and operative upon'anincreasein brake pipe pressure relative to pressure inz'sai 5 control reservoir to a'b'rake release'position'fii releasing'fluid under pressure "from said brake "control means; means operative"upon'substantiah complete release of fluid under pressure from said brake control means to open said reservoirs to said brake pipe for equalizing pressures of fluid therein and responsive to initiating a reduction in brake pipe pressure to isolate said reservoirs from each other and from said brake pipe, a communication for conveying fluid under pressure from said supply reservoir to said control reservoir, and a check valve in said communication for preventing flow of fluid under pressure from said control reservoir to said supply reservoir.

2. In a fluid pressure brake apparatus, in combination, a brake pipe, brake control means operable by fluid under pressure to efiect application of brakes and upon release of such fluid under pressure a release of brakes, a control reservoir, a supply reservoir, movable abutment means subject to pressure in said control reservoir acting in opposition to pressure in said brake pipe and said brake control means and operative upon a reduction in brake pipe pressure relative to pressure in said control reservoir to a brake application position for supplying fluid under pressure from said supply reservoir to said brake control means and operative upon an increase in brake pipe pressure relative to pressure in said control reservoir to a brake release position for releasing fluid under pressure from said brake control means, charging valve means operative in response to substantial complete release of fluid under pressure from said brake control means to open said reservoirs to said brake pipe for equalizing pressures of fluid therein, a quick service valve device operative in response to a reduction in brake pipe pressure to effect a. quick service reduction in brake pipe pressure and to effect operation of said charging valve means to isolate said reservoirs from each other and from said brake pipe, a communication connecting said reservoirs to permit flow of fluid under pressure from said supply reservoir to said control reservoir, and a check valve in said communication for preventing flow of fluid under pressure from said control reservoir to said supply reservoir.

3. In a fluid pressure brake apparatus, in combination, a brake pipe, brake control means operative by fluid under pressure to effect application of brakes and operative in response to release of fluid under pressure to release said application of brakes, a control reservoir, a supply reservoir, charging valve means operative upon release of fluid under pressure from a flrst chamber and substantial complete release of fluid under pressure from a second chamber, which is open to said brake control means, to open said reservoirs to said brake pipe for equalizing pressures of fluid therein and operative by pressure ofifluid in said first chamberlanda pressure in said second chamber exceeding substantial complete release of fluid under pressure therefrom to isolate said reservoirs from each other and said brake pipe, quick service means controlled bypressure in said brake pipe opposing pressure in said supply reservoir and responsive to a reduction in brake pipe pressure relative to pressure in said supply reservoir to supply fluid under pressure to said first chamber and operative upon substantial equalization of brake pipe pressure with that in said supply reservoir to vent said second chamber, a communication connecting said reservoirs providing for flow of fluid under pressure in the direction from said supply reservoir to said control reservoir, a check valve in said communication for preventing reverse flow of fluid under pressure therethrough, andmovabl abutment means subject to pressure of fluid in said control reservoir acting in opposition to pressure of fluid in said brake pipe and in said brake control means operative upon a reduction in brake pipe pressure relative to pressure in said control reservoir to supply fluid under pressure to said brake control means and operative upon an increase in brake pipe pressure relative to pressure of fluid in said control reservoir to release fluid under pressure from said brake control means.

4. In a fluid pressure brake apparatus, in combination, a brake pipe, a control reservoir, a supply reservoir, brake control means operable by fluid under pressure to eflect an application of brakes and upon release of fluid under pressure a release of brakes, movabl abutment means operable by pressure of fluid in said control reservoir upon a reduction in pressure in said brake pipe relative to pressur in said control reservoir to supply fluid under pressure to said brake control means and operative upon an increase in brake pipe pressure relative to pressure of fluid in said control reservoir to release fluid under pressure from said brake control means, means operative upon a reduction in brake pipe pressure to isolate said reservoirs from each other and from said brake pipe and to maintain such isolation until substantial complete release of fluid under pressure from said brake control means and to then open said reservoirs to said brake pipe to permit equalization of pressures of fluid therein, a passageway providing for flow of fluid under pressure from said supply reservoir to said control reservoir, a first check valve in said passageway for normally preventing reverse flow of fluid under pressur therethrough, a sec ond check valve controlling a vent from said supply reservoir, and manual means for opening both of said check valves.

5. In a fluid pressure brake apparatus, in combination, a brake pipe, a control reservoir, a supply reservoir, brak control means operable by fluid under pressure to effect an application of brakes and upon release of fluid under pressure a release of brakes, movable abutment means operable by pressure of fluid in said control re ervoir upon a reduction in pressure in said brake pipe relative to pressure in said control reservoir to supply fluid under pressure to said brake control means and operative upon an increase in brake pipe pressure relative to pressure of fluid in said control reservoir to release fluid under pressure from said brake control means, meansoperative upon a reduction in brake pipe pressure to isolate said reservoirs from each other and from said brake pipe and to maintain such isolation until substantial complete release of fluid under pressure from said brake control means and to then open said reservoirs to said brake pipe to permit equalization of pressures of fluid therein, a passageway providing for flow of fluid under pressure from said supply reservoir to said control reservoir, a flrst check valve in said passageway for normally preventing reverse flow of fluid under pressure therethrough, a second check valve controlling a vent from said supply reservoir, manual means operative upon a certain movement for opening said second check valve, and means for opening said first checkivalve upon greater movement of said manply reservoir, brake controlmea-ns operable byfluid under pressure to effect an application of brakes and upon release of fluid under pressure a release of brakes, movable abutment means operable by pressure of fluid in said control reservoir upon a reduction in pressure in said brake pipe relativ to pressure in said control reservoir to supply fluid under pressure to said brake control means and operative upon an increase in brake pipe pressure relative to pressure of fluid in said control reservoir to release fluid under pressure from said brake control means, means operative upon a reduction in brak pipe pressure to isolate said reservoirs from each other and from said brake pipe and to maintain such isolation until substantial complete release of fluid under pressure from said brake control means and to then open said reservoirs to said brake pipe to permit equalization of pressures of fluid therein, a passageway providing for flow of fluid under pressure from said supply reservoir to said control reservoir, a first check valve in said passageway for normally preventing reverse flow of fluid under pressure therethrough, a second check valve controlling a vent from said supply reservoir, manual means for opening said second check valve, and means operative by said second check valve after opening thereof to open said first check valve.

7. In a fluid pressure brake apparatus, in combination, a brake pipe, a control reservoir, a

supply reservoir, brake control means operable by fluid under pressure to effect an application of brakes and upon release of fluid under pressure a release of brakes, movable abutment means operable by pressure of fluid in said control reservoir upon a reduction in pressure in said brake pipe relative to pressure in said control reservoir to supply fluid under pressure to said brake control means and operative upon an increase in brake pipe pressure relative to pressure of 49 fluid in said control reservoir to release fluid under pressure from said brake control means, means operative upon a reduction in brake pipe pressure to isolate said reservoirs from each other and from said brake pipe and to maintain such isolation until substantial complete release of fluid under pressure from said brake control means and to then open said reservoirs to said brake pipe to permit equalization of pressures of fluid therein, a passageway providing for flow 5O of fluid under pressure from said supply reservoir to said control reservoir, a first check valve in said passageway for normally preventing reverse flow of fluid under pressure therethrough, a second check valve controlling a vent from said supply reservoir, a third check valve controlling a vent from said brake control means, and means operable manually for opening all of said check valves.

8. In a fluid pressure brake apparatus, in combination, a brake pipe, a control reservoir, a supply reservoir, brake control means operable by fluid under pressure to effect an application of brakes and upon release of fluid under pressure a release of brakes, movable abutment means operable by pressure of fluid in said control reservoir upon a reduction in pressure in said brake pipe relative to pressure in said control reservoir to supply fluid under pressure to said brake control means and operative upon an increase in brake pipe pressure relative to pressure of fluid in said control reservoir to release fluid under pressure from said brake control means, means operative upon a reduction in brake pipe pressure to isolate said reservoirs from each other and from said brake pipe and to maintain such isolation until substantial complete release of fluid under pressure from said brake control means and to then open said reservoirs to said brake pipe to permit equalization of pressures of fluid therein, a passageway providing for flow of fluid under pressure from said supply reservoir to said control reservoir, a first check valve in said passageway for normally preventing reverse flow of fluid under pressure therethrough, a second check valve controlling a vent from said supply reservoir, a third check valve controlling a vent from said brake control means, and means including a manually operative lever for successively opening said third, second and first check valves in the order named.

EARLE S. COOK.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 1,936,966 Kadantzeff Nov. 28, 1933 2,009,836 Chevillot July 30, 1935 2,039,703 Chevillot May 5, 1936 2,376,680 Gallusser May 22, 1945 

